JP2006281822A - Vehicular battery charging device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a convenient vehicular battery charging device capable of charging an on-vehicle battery without using any external power supply when the on-vehicle battery is exhausted. <P>SOLUTION: The vehicular battery charging device 1 comprises a steering connected to a steerable wheel 30 via a steering force transmission mechanism 20, an electric assist motor 41 which receives the power supply from an on-vehicle battery 50 and provides the assist force to the steering force applied to the steering 10 to the steering force transmission mechanism 20, and a clutch 61 to uncouple the steering 10 from the steerable wheel 30 without using any power according to the manual operation to a clutch operation lever 62. By operating the clutch operation lever 62, the steering 10 is uncoupled from the steered wheel 30, and when the steering 10 is turned, the electric assist motor 41 is rotated to generate the power without turning the steerable wheel 30, and the on-vehicle battery 50 is charged by the generated power. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle battery charging device for charging an in-vehicle battery mounted on a vehicle.

  In an internal combustion engine vehicle such as a gasoline vehicle or a diesel vehicle, an engine is started by a starter motor, and electric power of the starter motor is supplied from an in-vehicle battery. The fuel is also ignited by a spark plug that is electrically connected to the in-vehicle battery. Therefore, in an internal combustion engine vehicle, the engine cannot be started if the in-vehicle battery cannot perform its function, that is, if the in-vehicle battery rises.

  In hybrid vehicles and electric vehicles, a high voltage battery (main battery) that supplies power to the drive motor is controlled by a computer, and the computer uses a low voltage battery (auxiliary battery) as a power source. For this reason, in the hybrid vehicle and the electric vehicle, when the auxiliary battery is raised, the computer for controlling the high voltage battery cannot be started, and the drive motor cannot be operated.

  Usually, when a vehicle-mounted battery runs out, a booster cable or the like is used to charge the vehicle-mounted battery by supplying power from an external power source. However, in this method, the vehicle-mounted battery cannot be charged in a situation where an external power source cannot be used.

  As a technique for solving this problem, Patent Literature 1 discloses a portable charging device for an in-vehicle battery equipped with a generator that generates electric power by human power.

  Patent Document 2 discloses a configuration in which an in-vehicle battery is charged with regenerative power generated while the vehicle is running by a motor of an electric power steering device or a steer-by-wire steering device. However, in this configuration, since the battery cannot be charged while the vehicle is stopped, the in-vehicle battery cannot be charged when the in-vehicle battery is raised.

Japanese Utility Model Publication No. 5-48543 JP 2003-31493 A JP 2003-237612 A

  According to the charging device described in Patent Document 1, since power is generated by human power, the in-vehicle battery can be charged even in a situation where the in-vehicle battery rises and an external power source cannot be used.

  However, in the technique described in Patent Document 1, it is necessary to prepare the charging device separately from the vehicle and keep the charging device in the vehicle, which is inconvenient for the user.

  Therefore, the present invention provides a convenient vehicle battery charging device that can charge an in-vehicle battery without using an external power source when the in-vehicle battery is raised.

  The present invention is a vehicle battery charging device for charging an in-vehicle battery, which is connected to a steering wheel via a steering force transmission mechanism, and supplied with electric power from the in-vehicle battery, and is applied to the steering. An electric assist motor that applies an assist force to the steering force to the steering force transmission mechanism, and a cutting mechanism that disconnects the steering and the steering wheel without using electric power in response to a manual operation on the cutting operation member And operating the cutting operation member to disconnect the connection between the steering wheel and the steering wheel, and then rotating the steering wheel, the steering wheel does not move and the electric assist motor is moved. It rotates and generates electric power, and the vehicle battery is charged by this electric power generation.

  In a preferred aspect of the present invention, the vehicle battery charger further includes a variable gear mechanism. The variable gear mechanism includes a transmission mechanism side gear provided on the steering force transmission mechanism side and a motor side gear provided on the electric assist motor side, and the engagement between the transmission mechanism side gear and the motor side gear. To transmit power between the steering force transmission mechanism and the electric assist motor, and in response to manual operation on the gear ratio changing operation member, without using electric power, the transmission mechanism side gear and the motor side Change the gear ratio with the gear.

  In a preferred aspect of the present invention, a steering lock release mechanism is further provided that releases the steering lock for the steering without using electric power in response to a manual operation on the lock release operation member.

  According to the present invention, it is possible to provide a convenient vehicle battery charging device that can charge an in-vehicle battery without using an external power source when the in-vehicle battery is raised.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle 100 including a vehicle battery charging device 1 according to the present embodiment. The vehicle 100 is an automobile such as an internal combustion engine car such as a gasoline car or a diesel car, a hybrid car, or an electric car. The vehicle battery charging device 1 according to the present embodiment uses an electric power steering device mounted on the vehicle 100 to charge an in-vehicle battery by external force (human power or the like). Here, as is well known, the electric power steering device reduces the steering operation force by assisting the driver's steering force with the driving force of the motor.

  First, the electric power steering apparatus will be described. In FIG. 1, a vehicle 100 includes a steering 10 that is rotated by a driver. The steering 10 is connected to the steering wheel 30 via the steering force transmission mechanism 20. Specifically, the vehicle 100 includes a steering shaft 21. The steering shaft 21 includes an input shaft 21a and an output shaft 21b. The input shaft 21a and the output shaft 21b can be relatively rotated and displaced within a predetermined angle range by a torsion bar (not shown). So that they are connected. The upper end of the input shaft 21 a is connected to the steering 10. On the other hand, the lower end of the output shaft 21 b is connected to the pinion gear 22. The pinion gear 22 meshes with a rack shaft 23 that extends in the left-right direction of the vehicle 100, thereby forming a rack and pinion mechanism. Both ends of the rack shaft 23 are coupled to the steering wheel 30 via tie rods (not shown), respectively.

  In the above configuration, when a rotation operation is applied to the steering wheel 10, the steering shaft 21 rotates accordingly. This rotation is converted into a linear motion of the rack shaft 23 along the left-right direction of the vehicle 100 by the pinion gear 22 and the rack shaft 23, whereby the steering wheel 30 is steered.

  Further, the vehicle 100 is equipped with an electric assist motor 41. The electric assist motor 41 applies assist force to the steering force transmission mechanism 20 to the steering force transmission mechanism 20 and is mechanically coupled to the steering force transmission mechanism 20. Here, transmission of power between the steering force transmission mechanism 20 and the electric assist motor 41 is performed by a transmission mechanism side gear 42 provided on the steering force transmission mechanism 20 side and a motor side gear provided on the electric assist motor 41 side. This is performed by meshing with 43. More specifically, the transmission mechanism side gear 42 is a crown gear attached to the output shaft 21 b of the steering shaft 21, and the motor side gear 43 is a pinion gear coaxially attached to the output shaft of the electric assist motor 41. It is. In the above configuration, the output torque of the electric assist motor 41 is transmitted to the steering shaft 21 via the motor side gear 43 and the transmission mechanism side gear 42.

  The electric assist motor 41 is electrically connected to the in-vehicle battery 50 and is driven by electric power supplied from the in-vehicle battery 50. The in-vehicle battery 50 is, for example, a 12V lead acid battery, and is called an auxiliary battery in a hybrid vehicle or an electric vehicle. Here, the electric assist motor 41 is a brushless motor, and is connected to the in-vehicle battery 50 via the inverter 44. The inverter 44 converts DC power of the in-vehicle battery 50 into AC power and supplies it to the electric assist motor 41, and is controlled by an electric power steering computer (hereinafter referred to as ECU) 45. The ECU 45 controls the current supplied from the inverter 44 to the electric assist motor 41 based on the steering torque T and the vehicle speed V of the steering 10, and thereby controls the output torque (assist torque) of the electric assist motor 41. . Here, the steering torque T is detected based on a relative rotational displacement between the input shaft 21a and the output shaft 21b by a torque sensor 46 provided in the middle of the steering shaft 21. The vehicle speed V is detected by an appropriate vehicle speed sensor 47.

  The vehicle battery charging device 1 according to the present embodiment uses the electric assist motor 41 as a generator to charge the in-vehicle battery 50. More specifically, by rotating the steering wheel 10, the electric assist motor 41 is rotated to generate power, and the in-vehicle battery 50 is charged by this power generation. Therefore, the vehicle battery charging device 1 includes a cutting mechanism 60 in order to reduce the steering operation force during charging. The cutting mechanism 60 disconnects the mechanical connection between the steering wheel 10 and the steering wheel 30 without using electric power in response to a manual operation on the cutting operation member.

  Although the specific structure and installation position of the cutting mechanism 60 are not specifically limited, Here, it is as follows. That is, the steering shaft 21 is provided with a clutch 61 on the lower side (pinion gear side) of the transmission mechanism side gear 42. Further, a clutch operation lever 62 as a cutting operation member is provided at an appropriate place such as an engine room or a vehicle interior. The clutch operation lever 62 is mechanically coupled to the clutch 61 via an operation force transmission mechanism 63. When a predetermined disconnection operation is applied to the clutch operation lever 62, the operation force is transmitted to the clutch 61 by the operation force transmission mechanism 63, and the on / off state of the clutch 61 is switched from the connected state to the disconnected state. Conversely, when a predetermined connection operation is applied to the clutch operation lever 62, this operation force is transmitted to the clutch 61 by the operation force transmission mechanism 63, and the intermittent state of the clutch 61 is switched from the disconnected state to the connected state. Here, the disconnection operation is an operation of moving the clutch operation lever 62 from the steering mode position to the charge mode position, and the connection operation is an operation of moving the clutch operation lever 62 from the charge mode position to the steering mode position.

  Hereinafter, an operation of vehicle 100 having the above configuration will be described. Usually, the clutch operation lever 62 is set to the steering mode position, and the clutch 61 is in a connected state. In this state, when a steering torque is applied to the steering wheel 10 by the driver, the steering torque is transmitted to the pinion gear 22 via the steering shaft 21 and converted into a left-right force of the vehicle by the rack and pinion mechanism. It is transmitted to the wheel 30. At this time, the electric assist motor 41 generates an assist force according to the steering torque and the vehicle speed. This assist force is applied to the steering shaft 21 via the motor side gear 43 and the transmission mechanism side gear 42 and transmitted to the steering wheel 30. This reduces the driver's steering operation force.

  When the in-vehicle battery 50 rises and the engine or the drive motor cannot be started, the charging operation by the user is performed as follows.

  First, the user applies an operating force to the clutch operation lever 62 to move the clutch operation lever 62 from the steering mode position to the charging mode position. Then, the operating force is transmitted to the clutch 61 by the operating force transmission mechanism 63, the clutch 61 is switched from the connected state to the disconnected state, and the steering wheel 10 and the steered wheel 30 are disconnected.

  Next, the user rotates the steering wheel 10. At this time, since the connection between the steering wheel 10 and the steering wheel 30 is disconnected, the operation torque applied to the steering wheel 10 is not transmitted to the steering wheel 30 and the steering wheel 30 does not move. On the other hand, the operation torque applied to the steering 10 is transmitted to the electric assist motor 41 via the steering shaft 21, the transmission mechanism side gear 42, and the motor side gear 43. Thereby, the electric assist motor 41 rotates to generate electric power. The electric power obtained by this power generation is supplied to the in-vehicle battery 50 via the inverter 44, and the in-vehicle battery 50 is charged.

  The user continues to rotate the steering 10 until the in-vehicle battery 50 is sufficiently charged and the engine or the drive motor can be started. Then, after the vehicle-mounted battery 50 is sufficiently charged, the user applies an operating force to the clutch operation lever 62 and moves the clutch operation lever 62 from the charging mode position to the steering mode position. Then, this operating force is transmitted to the clutch 61 by the operating force transmission mechanism 63, the clutch 61 is switched from the disconnected state to the connected state, the steering 10 and the steered wheel 30 are connected, and the steered wheel 30 by the steering 10 is connected. Steering is possible.

  As described above, in the present embodiment, when the steering 10 is rotated by an external force such as human power, the electric assist motor 41 for steering assist rotates to generate power, and the in-vehicle battery 50 is charged by this power generation. The For this reason, according to the present embodiment, in-vehicle battery 50 can be charged without using an external power source when in-vehicle battery 50 is raised. Moreover, since the electric assist motor 41 of the electric power steering device mounted on the vehicle is used as a generator, it is not necessary to prepare a charging device separate from the vehicle, which is highly convenient for the user.

  Further, since the connection between the steering wheel 10 and the steering wheel 30 can be disconnected, the steering wheel 10 and the steering wheel 30 can be disconnected when charging the in-vehicle battery 50. Thereby, most of the operation torque of the steering wheel 10 can be used for the rotation of the electric assist motor 41, and the electric assist motor 41 can be rotated with a relatively small force. Here, separation of the steering wheel 10 and the steering wheel 30 is performed without using electric power according to a manual operation. For this reason, in the state which the vehicle-mounted battery 50 went up, it can isolate | separate without using an external power supply.

  Further, since the steering 10 is used as the operation member during charging and the steering force transmission mechanism 20 is used as the torque transmission mechanism during charging, it is advantageous in terms of cost.

[Second Embodiment]
FIG. 2 is a schematic diagram showing a schematic configuration of the vehicle 200 including the vehicle battery charging device 2 according to the present embodiment. The vehicle 200 is almost the same as the vehicle 100. Therefore, in the following description, the same reference numerals are used for portions common to the first embodiment, and description thereof is omitted.

  The vehicle battery charging device 2 includes a variable gear mechanism 70. The variable gear mechanism 70 includes a transmission mechanism-side gear provided on the steering force transmission mechanism 20 side and a motor-side gear provided on the electric assist motor 41 side. Power is transmitted to and from the assist motor 41. Here, the gear ratio between the transmission mechanism side gear and the motor side gear is variable, and the variable gear mechanism 70 can change the gear ratio without using power in response to a manual operation on the gear ratio changing operation member. It has a mechanism to change.

  Although the specific structure of the variable gear mechanism 70 is not specifically limited, Here, it is as follows. That is, the motor side gear 71 is attached to the output shaft of the electric assist motor 41. On the other hand, on the output shaft 21b of the steering shaft 21, a steering gear 72a and a charging gear 72b having a smaller number of teeth are mounted at an interval in the axial direction as transmission mechanism side gears. The transmission mechanism side gears 72a and 72b are mounted so as to be movable in the axial direction. By moving these gears in the axial direction, any one of the transmission mechanism side gears can be engaged with the motor side gear 71. ing. A gear switching lever 73 as a gear ratio changing operation member is provided at an appropriate place such as an engine room or a vehicle interior. The gear switching lever 73 is mechanically coupled to the transmission mechanism side gears 72 a and 72 b via the operation force transmission mechanism 74. When a predetermined gear switching operation is applied to the gear switching lever 73, this operating force is transmitted to the transmission mechanism side gears 72a and 72b by the operating force transmission mechanism 74, and the gears 72a and 72b are moved in the axial direction. The transmission mechanism side gear meshing with the motor side gear 71 is switched. Here, when the gear switching lever 73 is moved from the steering mode position to the charging mode position, the gear meshing with the motor side gear 71 is switched from the steering gear 72a to the charging gear 72b. Conversely, when the gear switching lever 73 is moved from the charging mode position to the steering mode position, the gear meshing with the motor side gear 71 is switched from the charging gear 72b to the steering gear 72a.

  Hereinafter, the operation of the vehicle 200 having the above configuration will be described. Normally, the clutch operation lever 62 and the gear switching lever 73 are set to the steering mode position. Accordingly, the clutch 61 is in the connected state, and the motor side gear 71 is engaged with the steering gear 72a. In this state, when a steering force is applied to the steering 10, this steering force is transmitted to the steering wheel 30. The electric assist motor 41 generates an assist force corresponding to the steering torque, and this assist force is transmitted to the steering shaft 21 via the motor side gear 71 and the steering gear 72a. Here, since the number of teeth of the steering gear 72a is relatively large, the ratio (B / A) of the rotation speed B of the steering shaft 21 to the rotation speed A of the electric assist motor 41 is relatively small. The steering shaft 21 can be rotated with a relatively small torque.

  When the in-vehicle battery 50 rises and the engine or the drive motor cannot be started, the charging operation by the user is performed as follows.

  The user moves the clutch operation lever 62 from the steering mode position to the charging mode position, and disconnects the steering wheel 10 and the steered wheel 30. In addition, the user applies an operating force to the gear switching lever 73 to move the gear switching lever 73 from the steering mode position to the charging mode position. Then, the operating force is transmitted to the transmission mechanism side gears 72a and 72b by the operating force transmission mechanism 74, and the gear meshing with the motor side gear 71 is switched from the steering gear 72a to the charging gear 72b. The order of operation of the clutch operation lever 62 and the gear switching lever 73 is not particularly limited.

  Next, the user rotates the steering wheel 10. At this time, the operation torque applied to the steering wheel 10 is not transmitted to the steering wheel 30 and the steering wheel 30 does not move. On the other hand, the operation torque applied to the steering 10 is transmitted to the electric assist motor 41 via the steering shaft 21, the charging gear 72 b, and the motor side gear 71. Thereby, the electric assist motor 41 rotates to generate electric power, and the in-vehicle battery 50 is charged by this electric power generation. Here, since the number of teeth of the charging gear 72b is relatively small, the ratio (D / C) of the rotational speed D of the electric assist motor 41 to the rotational speed C of the steering 10 is relatively small, and the operation torque is relatively small. The electric assist motor 41 can be rotated.

  After the vehicle-mounted battery 50 is sufficiently charged, the user moves the clutch operation lever 62 from the charging mode position to the steering mode position, and connects the steering 10 and the steered wheels 30. Further, the user applies operating force to the gear switching lever 73 to move the gear switching lever 73 from the charging mode position to the steering mode position. Then, this operating force is transmitted to the transmission mechanism side gears 72a and 72b by the operating force transmission mechanism 74, and the gear meshing with the motor side gear 71 is switched from the charging gear 72b to the steering gear 72a. The order of operation of the clutch operation lever 62 and the gear switching lever 73 is not particularly limited.

  According to the present embodiment described above, the following effects can be obtained in addition to the effects obtained in the first embodiment.

  That is, since the gear ratio between the transmission mechanism side gear and the motor side gear can be changed, the ratio of the rotational speed D of the electric assist motor 41 to the rotational speed C of the steering 10 (D / The gear ratio can be changed so that C) becomes small, and the electric assist motor 41 can be rotated with a relatively small operation torque. That is, the steering operation force during charging can be reduced. Here, the gear ratio is changed without using electric power according to a manual operation. For this reason, it is possible to change the gear ratio without using an external power source when the in-vehicle battery 50 is raised.

[Third Embodiment]
FIG. 3 is a schematic diagram showing a schematic configuration of vehicle 300 including vehicle battery charging device 3 according to the present embodiment. The vehicle 300 is almost the same as the vehicle 200 described above. Therefore, in the following description, the same reference numerals are used for portions common to the second embodiment, and description thereof is omitted.

  In FIG. 3, an electric steering lock mechanism 80 is mounted on a vehicle 300. The electric steering lock mechanism 80 engages and disengages a lock bar (not shown) in a recess (not shown) formed in the steering shaft 21. That is, by engaging the lock bar with the recess to lock the steering shaft 21 and restricting its rotation, the lock bar is released from the recess to release the lock of the steering shaft 21 to enable its rotation. Is. The lock bar is engaged / disengaged by an electric actuator (not shown) such as an electric motor, and the electric actuator is driven by electric power supplied from the in-vehicle battery 50. Therefore, when the in-vehicle battery 50 runs out, the electric actuator cannot be driven and the steering lock cannot be released. For this reason, the steering 10 cannot be rotated and the vehicle-mounted battery 50 cannot be charged.

  Therefore, the vehicle battery charger 3 according to the present embodiment includes a steering lock release mechanism 90. The steering lock release mechanism 90 releases the steering lock that restricts the rotation of the steering wheel 10 without using electric power in response to a manual operation on the unlock operation member.

  The specific configuration of the steering lock release mechanism 90 is not particularly limited, but here it is as follows. That is, a lock release lever 91 as a lock release operation member is provided at an appropriate place such as an engine room or a vehicle compartment. The lock release lever 91 is mechanically coupled to the electric steering lock mechanism 80 via the operation force transmission mechanism 92. When a predetermined unlocking operation is applied to the unlocking lever 91, this operating force is transmitted to the electric steering lock mechanism 80 by the operating force transmission mechanism 92, the lock bar is released from the recess, and the steering lock is released. .

  In the present embodiment, when charging the in-vehicle battery 50, the user operates the clutch operation lever 62 and the gear switching lever 73, and operates the lock release lever 91 when the steering lock is applied. Release the steering lock. Thereby, the steering 10 can be rotated, and the in-vehicle battery 50 can be charged.

  According to the present embodiment described above, the following effects are obtained in addition to the effects obtained in the first and second embodiments.

  That is, since the steering lock release mechanism 90 that releases the steering lock without using electric power in response to a manual operation is provided, the steering lock can be released without using external electric power when the in-vehicle battery 50 is raised. For this reason, even when the electric steering lock mechanism is mounted, the in-vehicle battery 50 can be charged without using external power when the in-vehicle battery 50 is raised.

  In addition, this invention is not limited to the said embodiment, It can change variously within the range which does not deviate from the summary of this invention.

  For example, the electric assist motor 41 is connected to the steering shaft 21 in the above embodiment, but can be connected to an appropriate portion of the steering force transmission mechanism 20 such as the rack shaft 23. When coupled to the rack shaft 23, the rotation of the electric assist motor 41 is transmitted to the rack shaft 23 via, for example, a ball screw.

  Moreover, although the electric assist motor 41 is a brushless motor in the above-described embodiment, an appropriate electric motor such as a brush motor can be employed. Therefore, the inverter 44 can be omitted as appropriate.

  Of the switching of the on / off state of the clutch 61, the switching from the disconnected state to the connected state may be performed electrically. Similarly, of the gear switching, the switching from the charging gear 72b to the steering gear 72a may be performed electrically.

  In the third embodiment, the electric steering lock mechanism 80 and the steering lock release mechanism 90 are added to the vehicle 200, but may be added to the vehicle 100.

  In addition, the cutting operation member, the gear ratio changing operation member, and the unlocking operation member are separate operation levers in the above-described embodiment, but are appropriately selected from the viewpoint of improving convenience and preventing an operation error. It is preferable to make it common. For example, if the cutting operation member and the gear ratio changing operation member are configured by one operating member, the clutch disconnection and the gear ratio changing can be executed by one operation. Furthermore, if the three operating members are constituted by one operating member, the clutch disengagement, the gear ratio change, and the steering lock release can be executed by one operation.

It is a schematic diagram which shows schematic structure of the vehicle containing the battery charger for vehicles which concerns on 1st Embodiment. It is a schematic diagram which shows schematic structure of the vehicle containing the battery charger for vehicles which concerns on 2nd Embodiment. It is a schematic diagram which shows schematic structure of the vehicle containing the battery charging device for vehicles which concerns on 3rd Embodiment.

Explanation of symbols

  1, 2, 3 Battery charger for vehicle 10 Steering 20 Steering force transmission mechanism 21 Steering shaft 22 Pinion gear 23 Rack shaft 30 Steering wheel 41 Electric assist motor 42 Transmission mechanism side gear 43 Motor Side gear, 50 on-vehicle battery, 60 cutting mechanism, 61 clutch, 62 clutch operating lever, 70 variable gear mechanism, 71 motor side gear, 72a steering gear, 72b charging gear, 73 gear switching lever, 80 electric steering lock mechanism, 90 steering lock release mechanism, 91 lock release lever, 100, 200, 300 vehicle.

Claims (3)

A vehicle battery charging device for charging an in-vehicle battery,
A steering coupled to the steering wheel via a steering force transmission mechanism;
An electric assist motor that receives power from the in-vehicle battery and applies an assist force to the steering force transmission mechanism to the steering force applied to the steering;
A cutting mechanism for disconnecting the connection between the steering wheel and the steering wheel without using electric power in response to a manual operation on the cutting operation member;
Have
After operating the cutting operation member to disconnect the steering wheel and the steered wheel and then rotating the steering wheel, the steered wheel does not move and the electric assist motor rotates to generate power, The on-vehicle battery is charged by this power generation. The vehicle battery charging device according to claim 1,
Including a transmission mechanism side gear provided on the steering force transmission mechanism side and a motor side gear provided on the electric assist motor side, and the steering force transmission mechanism by meshing between the transmission mechanism side gear and the motor side gear. Power transmission between the transmission mechanism side gear and the motor side gear without using electric power according to a manual operation on the gear ratio changing operation member. A vehicle battery charger having a variable gear mechanism to be changed. The vehicle battery charging device according to claim 1 or 2,
A vehicle battery charger having a steering lock release mechanism that releases a steering lock on the steering without using electric power in response to a manual operation on the lock release operation member.

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